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REPORT 


ON THE QUESTION OF 


BRIDGING THE MISSOURI RIVER, 


J. L. WILLIAMS. 

1 

V 

'£■ 


USTOIT. 25, 1867. 


FORT WAYNE, IND.: 

































/$aQ 


UNION PACIFIC RAILROAD. 


Fort Wayne, Ind., November 25, 1867. 

Oliver Ames, Esq., 

President Union PacijiG Railroad: 

Sir: The controversy between river and land com¬ 
merce, as connected with bridging the great rivers of the 
West, which reached its sharpest conflict in the case of 
the Wheeling and Rock Island Bridges, seems to have 
found a solution in the adoption of certain features in the 
plan of building, embodied in the Act of Congress approved 
25th July, 1866. This act authorizes bridges at certain 
points over navigable rivers, with a draw-span of 160 feet 
on each side of the pivot-pier; or without the draw, in case 
the lower chord be placed 50 feet above the highest floods. 
Under its sanction railroad bridges are now under con¬ 
struction over the Mississippi at Quincy and Burlington, 
and over the Missouri at Kansas City, while at St. Charles, 
St. Louis, Louisville, Dubuque and other points, plans are 
being matured. 

Surveys heretofore made by the Engineers of the Union 
Pacific Railroad Company presented three practicable cross¬ 
ings of the Missouri within the range of seven miles above 
and below Omaha. Maps and profiles of these several 
routes, with soundings of the river, were placed in my 
hands when on the line of road in June last, by the Chief 
Engineer, with the request that I would consider the ques¬ 
tion in its engineering aspect—his own time being occu¬ 
pied in the reconnoisance of the line to Salt Lake, and that 
of the consulting Engineer with duties in the mountain re¬ 
gion. These engineers are the proper professional advisers 



4 


of the Board. Their official reports, made a year ago, were 
full and satisfactory, so far as the facts were then known. 
Their estimates were for a wooden bridge, though express¬ 
ing an opinion in favor of iron. It is only because of 
further light as to the character of the Missouri that an ad¬ 
ditional examination was called ,for. 

I 4 

Certain general principles should guide in the adoption 
of the plan of bridge, whichever of the crossings shall be 
adopted, and should have .weight in the selection of the 
route. 

1st* plan of location. 

The plan of location should contemplate the avoidance 
of or cutting down the three miles of G6 feet grade now in 
use at Omaha, conforming it to the maximum of 30 feet 
per mile, which, with immaterial exceptions, has been 
adopted as the permanent ruling grade in locating the en¬ 
tire road to the base of the' mountain—517 miles. The 
large traffic soon to concentrate at the eastern ,terminus, 

through the several roads crossing the State of Iowa, from 

* < ' 

the Missouri Valley Road and the river navigation, should 
be so carried across the Missouri Valley and the bluff which 
bounds it on the west, as to connect with this long line of 
30* feet grade, without the burden of any steeper ascent 
on this short intervening section. The true interests of 
the Company, no less than of the public, will soon demand 
this change. 

2d. elevation of bridge. 

The frequent changes in the boat-channel on this part 
of the river, so well understood by all connected with its 
navigation, the strength of the current, increased as it 
would be by a draw-pier; the possibility of litigation with 
the diverse interests of river navigation; the expense and 
contingencies ever attending a draw, and its effect in les¬ 
sening the working capacity of the bridge for passing trains, 

* Note. I learn that the Engineers, in their locations westward, used six-tenths of 
a foot per 100 feet, which makes the ruling grade really 31.68 feet per mile, instead of 
30 feet as before reported. This being the case, this slightly increased maximum has 
been used in these surveys. 




0 


which in times of public emergency might be an evil—all 
point to a high bridge*as the proper form of structure, not¬ 
withstanding the greater cost of approaches. 

3d. material of bridge. 

T ? • 

Wherever located and of whatever height, permanence 
and exemption from casualties should be a leading consi¬ 
deration. Guided by this general idea, the superstructure 
should be of iron, on a substantial and approved plan*. A 
timber bridge* of long spans, at so great height, if housed, 
would be exposed to both wind and fire; if unhoused, to 
early decay. 

4th. MASONRY, 

• ■ * ft , I + 

The piers and abutments should be strictly of first class 
masonry, using only stone that will resist the action of the 
elements for all time. Especial care should be taken in the 
selection for that part of the masonry between low and 
high w r ater, where alternate wetting and freezing is so 
likely to cause disintegration. Granite from the Black 
Hill range can be delivered by the Railroad Company with 
only the additional expense of hauling their return con¬ 
struction trains loaded , over that of hauling them empty, 
including, of course, a fair allowance for wear and tear of 
track and machinery—the distance from the granite quar¬ 
ry at Dale Creek being 550 miles. The additional cost of 
hauling these return trains loaded, according to ascertained 
results in general freighting on the Pittsburg, Fort Wayne 
A Chicago railway, would be cents per ton per mile= 
$7.00 per cubic yard of stone. Or, allowing for greater 
wear of freight cars with stone, $8.50 per cubic yard would 
cover actual cost. This is about $2.50 per yard in excess 
of the transportation estimate of the best limestone found 
in the vicinity of the bridge. Seventeen hundred cubic 
yards w T ould face the piers between low and high water. 

Quarries of grey limestone are found in the bluffs of 
the Platte, some 16 miles southwest from Omaha, and 8 
miles dista nt by wagon road from Pappillon Station, on 


6 


the U. P. R. R. Specimens shown me appear durable, and 
the estimates have been made on the basis of facing the 
piers with this stone. The Bartlett quarries, 24 miles south 
of Council Bluffs, on the St. Joseph Railroad, will furnish 
stone that will answer below water, and for backing and 
protection. 

5th. foundations. 

The four points of crosssing for which estimates are here¬ 
with submitted, present diverse characteristics of river bed, 
for each of which plans of foundation should be wisely 
adapted, and security against undermining attained at 
whatever cost. In the deep silt soundings, and where the 
main current flows, cast iron tubes sunk to the depth of 50 
or 60 feet below low water, by what is termed the pneu¬ 
matic* process, can alone be considered certainly safe. In 
other localities, where the piers may stand rather out of 
the channel, and are protected by the course of the river, 
wooden piles, cut off far down, with rip-rap protection in 
large amount, may form a secure foundation. Where solid 
rock can be reached with the base of the pier, the case is 
freed from all uncertainty, and foundations can be safely 
placed at small comparative cost, depending upon the 
depth to the rock. 

6th. TEESTLE BEIDGING. 

Across the low, overflowed bottom, which here is found 
chiefly on the east side, the track must be carried for the 
present, in its ascent to the level of the bridge, by trestle 
bridging, built of pine timber from the lake region, resting 
on piles. To what extent the water-way now left open by 
this trestle over the low land may be safely lessened, can 
be determined from the ascertained action of the floods 
upon the river bed, and the influence of increased velocity 
upon the upward passage of steamboats. .With the view of 
giving the bridge company this option in the future, a lib¬ 
eral length of bridge has been estimated at each of the 

* Note. My acknowledgments are due to W. J. McAlpine, civil engineer for vain-' 
able information respecting the sinking of pneumatic piles, in which most American 
engineers have had so little experience. 








7 


proposed sites ; and further, the wing walls are so planned 
in connection with the abutment pier as to be removed and 
another span added, if necessary, with little loss. As tim¬ 
ber shall become still more expensive, the Company may 
elect in the future to make a permanent earth roadway, 
which, with a steam excavator and train of cars, can be 
formed cheaply from the loam bluffs convenient. To en¬ 
able boats ascending in high water to avail of the slackest 
current, which will be found toward the end spans on the 
convex shore, the full height of the bridge should be main¬ 
tained tor its whole length, unless it may be the end span 
on this shore. 


7th. WIDTH OF BRIDGE. 

In maturing these plans, the sufficiency of a single track 
under emergencies that might arise either in peace or war, 
should be considered. If an unusual pressure should occur, 
it will be found that systematic running of the trains under 
control of one absolute head , will so enlarge the capabilities of 
a single track as to answer all demands, and relieve from 
the necessity of the larger outlay required for a double-track 
bridge . In the case of the upper crossing, as an illus¬ 
tration, the distance covered by bridge, trestle and high 
embankment, where extra tracks would be expensive, 
is 2J miles. At each end of this bridge section any re¬ 
quired number of side tracks could be cheaply laid, upon 
which trains might accumulate until passed through by the 
double-track roads west and east. On the bridge the speed 
would be limited to 6 miles, but averaging for the 2| miles 
8 miles per hour. Thus arranged, railroad superintendents 
will comprehend the large practicable working capacity of 
the bridge, in case of need. By running say five or more trains 
in succession one way and then the same number consecutive¬ 
ly in the other direction, with reasonable allowance for de¬ 
lays, sixty to seventy trains could be passed in each direction 
during each 24 hours, allowing intervals for passenger 
trains. This rate of transit, with 25 cars per train, would 
cross over and stand upon the side tracks say 1,600 cars, 


I 


B 


carrying, at 6 tons per ear> “over ! 9,600 tons daily in the di¬ 
rection of greatest traffic. No such pressure, however, is 
expected. This statement is designed to show what might 
be accomplished in case of emergency. The regular work¬ 
ing of the bridge, according to the usual time table, with 
efficient discipline , would pass a traffic equal to the largest 
probable demand. 

8tii. VALtJE OF A MILE SAVED. 

* • • * • 

^ Inasmuch as the several routes across the valley differ 
materially in length, the value of a mile saved becomes an 
important element in the comparison. This depends upon 
the amount of traffic. The present business would not 
form a fair basis, for it must greatly increase on the com¬ 
pletion of the road. Nor would the large traffic of the dis¬ 
tant future be a more just criterion; for the cost of con¬ 
struction is a present investment , on which interest is to be 
paid at once. In assuming an amount of tonnage as a fair 
average basis, it should be considered that the Union Pa¬ 
cific railroad, though likely to be thronged with passengers 
and the lighter class of freight, and to become a road with 
large cash receipts in the future, is not to be regarded as 
peculiarly a road of heavy tonnage, like some of the coal 
roads of the country. Its through freight will consist 
rather of light and valuable articles, which, to save time 
and ocean insurance, can afford to pay high rates by rail. 
The wheat of California, in its transit to New York, will 
take tke water route. The staple of the Mountains consists 
chiefly of the ores which, in a crude state, will scarcely 
bear long transportation. With coal contiguous to work 
these ores, the machinery and the skilled labor will rather 
go to the Mountains, creating there a general traffic in 
both directions. 

A careful analysis of the entire transportation expenses 
on the Pittsburgh, Fort Wayne & Chicago Railway, made 
by the officers of that Company, for the year 1865, gives 
$1.06 as the cost of running an average train one mile, in¬ 
cluding maintenance of way, repairs of machinery, &c. On 


9 


t 


the Pennsylvania Central road the cost was $1.98, and on 
the JSTew "Y ork and Erie road $1.50 for the same year. The 
excess is doubtless owing to the more unfavorable grades 
and alignment. In these features the Port Wayne road 
and the Union Pacific Railroad are alike. Deducting cost 
of agencies, office and other general expenses, not affected 
by this difference of distance, the average cost per mile of 
freight and passenger trains on the Fort Wayne road for 
1865 and 1866, was 97 cents. Adding for greater cost of 
fuel and other items on the Missouri river—coal being 150 
miles distant—we may assume $1.20 per mile of train 
for the ca3e under consideration. Leaving the Board 
to make their own estimate of traffic in the future, I 
may state that when it shall amount to three full pas¬ 
senger trains, and five full freight trains, crossing this 
bridge in each direction, or 16 trains in both directions,* 
then the daily expense of running each extra mile, after 
the high grade shall have been reduced to the established 
maximum, will be, upon this basis, $19.20 per day, which, 
for 830 days, gives $6,336 as the yearly cost of each mile of 
increased distance at this point. This is the interest at 8 
per cent, on an investment of $79,200. 

Traffic received from or transferred to the Missouri 
river, does not enter into this computation, for the reason 
that the point of interchange with steamboats remains the 
same, whatever crossing may be adopted. Uor does the 
traffic to or from Omaha, either east or west. 

On the other hand, it should be borne in mind that, so 
long as the river connection shall continue at Omaha, any 
through line crossing below would be chargeable, in the 
comparison, with the expense of maintaining the track 
from the point of its connection with such through line. 
With the lighter wear of rails on this connecting branch, 
the average expense of keeping up this branch-track at Oma¬ 
ha may be estimatated at $1,350 per mile per annum, which, 
at S per cent., represents a present investment of $16,875. 


*Xote. Equal to 875 tons of freight, and say 450 passengers daily, in the direction 
of greatest ti’aflic. 

2 



10 


The cost of operating this branch, exclusive of mainten¬ 
ance of way, included above, for local and river traffic, over 
what this traffic would cost on through trains passing by the 
initial point, is a further charge against the lines not touch¬ 
ing that point. Probably a yearly expense of $650 per 
mile, representing a present investment of $8,125 for each 
mile, would cover this somewhat uncertain item. 

A reasonable sum as first cost of rolling stock would be 
a proper charge against each mile of increased length of 
through line. But as this would be about balanced by 
rolling stock to operate the Omaha branch chargeable to 
shorter lines, no estimate is made for this item. There may 
be other items in the working of the road bearing upon 
the comparison, but of inconsiderable value and not easily 
estimated. A basis for comparison between the longer 
and shorter lines, embracing, in connection with the esti¬ 
mates of construction , every material element, will be found, 
approximately, in the preceding discussion. 

I have not referred to the depreciation in value of the 
Company’s shops by any line crossing below them, nor the 
injury to fixed interests at Omaha. The value of these con¬ 
siderations, and to what extent they should be considered, 
are subjects lor the Board. 

Having presented these general considerations, applic¬ 
able alike to all points of crossing, I now add a brief de¬ 
scription of the lines respectively, referring the Board to 
the annexed comparative statement A, which gives at a 
glance the main facts, with estimates of cost. 

In the appendix is a comparative summary of total cost 
of the five lines respectively, stating each item bearing upon 
the comparison at its value as a present investment of capital. 
This is designed to facilitate the consideration of the gen¬ 
eral question of location. 


11 


LINE No. 1. 

CHILDS MILL CROSSING, 5 MILES BELOW OMAHA—HIGH 

BRIDGE. 

Starting from the grounds owned by the Company, 1-J- 
miles southwest of Council Bluffs, this line, crossing the 
low bottom by a very direct course, intersects the present 
track in Mud Creek Valley at a point marked T on the 
map, 8 miles from the Company’s repair shops in Omaha, 
cutting through the narrow ridge dividing that stream from 
the Missouri to the depth ot 120 feet at the summit. A 
tunnel here of 800 feet has been adopted in the plans, and 
is considerably less expensive than an open cut. 

Length of line from common point 0* to common point 
T, on present track, 6.24 miles, with maximum grade of 
31.68 feet per mile. Bridge proper over river bed, 1680 feet 
long, consisting of 5 spans of 250 feet each, and 2 shore 
spans of 215 feet each. To save masonry, the east span 
here, as at the other high bridges, is estimated as deck 
bridge. The west abutment and west pier can be founded 
securely on rock bottom. The next two piers in the main 
channel, on wooden piles driven to rock, and cut off 32 feet 
below water. Under the next two piers the rock is too 
dee]) to be reached, and cast-iron tubes, sunk by pneumatic 
process, must be used. The two east piers—one taking the 
place of the abutment—can be founded on wooden piles 
cut off at moderate depth. All foundations in this river 
not resting on rock, will require a further expense for sev¬ 
eral years in replacing rip-rap protection around the piers, 
as it shall settle down in the silt. This stone protection 
will finally assume a broad base, forming in fact an island 
of stone at each pier. Unceasing vigilance will be required 
that such protection be added in time. More definite and 
thorough soundings may indicate the necessity of founding 
one or two additional piers on pneumatic instead of wooden 
piles. This would slightly enlarge the estimate. 

*Note. Should this common diverging point be removed three-fourths of a mile 
north the present fixed interests of Council Bluffs would be better sustained, without 
increasing the length of any of the lines passing by that place to exchange grounds. 



I 


12 

The bottom land on the east side is here overflowed 
more widely and to a greater depth than at the other cross¬ 
ings. This accounts for the extreme narrowness of the 
river bed, which will widen when the overflow is con¬ 
tracted. 

An advantage of this line, as in Line No. 4, is, that it 
cuts down all high grades in the first construction, avoiding 
inconvenience in future. The prominent consideration in 
its favor is the shortening of through traffic. 

Should this line be adopted, the connection with the 
initial point at Omaha would be over the present track, 8 
miles in length from the point of intersection, marked T, 
in Mud Creek Valley, which line would also form the con¬ 
nection with the river commerce. Or a shorter connec¬ 
tion, 6f miles long, could be built, following the base of 
the river bluff, uniting with the Childs Mill route a few 
hundred feet west of the bridge. Upon this plan the 8 
miles of road now in use would be abandoned, and the iron 
removed to the new branch. 

LINE No. 2. 

LOWER OMAHA CROSSING—HIGH BRIDGE. 

This line passes through the south part of Omaha. Its 
length from common point 0, southwest of Council Bluffs, 
to common point T, on present track, is 9.27 miles; max¬ 
imum grade, as estimated, 31.68 feet per mile; bridge 
proper over river bed, 2,500 feet long. The w r est abutment 
can be placed on rock, 21 feet below low water, by locating it 
425 feet west of present river bank. The safety of the work 
requires this location of the abutment, and this necessity, 
with the wide river bed at this point, compels a very long 
bridge—10 spans of 250 feet each. The river bed here is 
formed of very light silt, only about 25 per cent, heavier 
than water, in which the channel is ever changing. The 
west shore is now 200 feet farther west than in April last. 
Within the next two or three years the river will undoubt¬ 
edly reach the proposed site ot the west abutment, which, 


> r ) 


> 


13 


being founded on rock, will check its further progress in 
that direction. As the only prudent course, the piers 
would be founded on cast iron tubes, sunk 60 feet below 
the water, by pneumatic process, filled with concrete, and 
capped with wrought iron and timber grillage, on which 
the pier of masonry is built. 

About one-half of the 66 feet grade would be taken out 
by this location, but the reduction of the remaining 1J 
miles can be accomplished only by a very heavy cut, at the 
summit, 50 feet below the present grade. This could be made 
within the next seven years, when the material can be used 
in filling the trestle bridging. The formidable character 
of this cut, rendered more difficult by the large drainage 
into it from the surrounding hills; the great expense of 
bridge foundations manifestly unavoidable, since the 
treacherous character of the river bed has become better 
understood, with the great length of the brige, explains the 
large cost. 

It will be noticed that the adoption of this route would 
unfavorably affect the reduction of the 66 foot grade. The 
cost of the summit cut being near §200,000, the Company 
would be slow in undertaking it. To curve into the Ains¬ 
worth line from the west end of the bridge, and thus avoid 
the high grade, is found impracticable. In view of all the 
facts, this crossing can scarcely be considered feasible. But 
should it be adopted, the repair shops of the Company and 
the river navigation would be reached by using the present 
track from the point of intersection on the high grade, a 
distance of two miles. 


LINE No. 3. 

UPPER OMAHA CROSSING—HIGH BRIDGE. 

Length of line from common point O to point T, Mud 
Creek Valley, 12.80 miles. Bridge proper 1,680 feet long, 
in seven spans, 240 feet each. Piers and abutments all on 
sold rock. The rock under piers in the middle of river is 
8 feet below low water, but dips toward either shore to 14 


14 


feet under west, and 17 feet under east abutment below 
low water.* 

No prudent enginer will value lightly the advantages 
afforded by the rock bottom at this point. Beyond the 
difference in first cost, as shown by the estimates, it has a 
value. It is in the nature of a perpetual insurance policy. 
A bridge here could be erected in four or six months less 
time than at either of the other crossings proposed, and 
with less hazard during its progress. When completed, 
with both abutments on the rock, the river will be held 
permanently between them. 

This line in its extension southwest, passes through 15th 
Street in Omaha, intersecting present track on the high 
grade one mile north of the present summit, which is to be 
cut down, say within 7 years, 35 feet, to bring it to the 
uniform grade of 31.68 feet per mile, the earth being used 
to fill the trestle bridge on the bottom instead of renewing 
it. To maintain this grade, the ascent commences in the 
north part of the city. The present repair shops could be 
reached by 2| miles run on the present track from this in¬ 
tersection, which might become the line of connection with 
the river. Or, a connecting track, one mile long, could be 
built from a point a little north of Omaha to the shops, 
at a cost of about $24,000. 

The passage of this route through the city, crossing so 
many of its streets, is an unfavorable feature, causing some 
inconvenience to the road and to the citizens when the 
traffic shall become large. 

LINE No. 4. 

HIGH BRIDGE. 

This route is same as No. 3 from common point 0, to a 
point 3200 feet west of bridge, thence curving to the left, 
avoids the streets of the city, passing by the repair 

* Note. This peculiar conformation of river bed may be owing to the fact that the 
rock has been but recently uncovered. General Dodge, the Chief Engineer, states from 
personal knowledge acquired in his early surveys, that the west bank of the river at 
this point, as he found it 15 years ago, was then where the east edge of rock is at 
the present time, having wornj»its channel westward near 1,800 feet. 






15 


shops, and reaching Mud Creek Valley at point T, through 
the Ainsworth line, along the foot of the river bluff. This 
line reduces the summit, which is here quite depressed, to 
31.68 feet maximum grade in the first construction, as in the 
Childs Mill line. Length of this route, 12.65 miles. The 
bridge crossing is the same as on line No. 3, fully and as 
described under that head, and the advantages of the rock 
bottom are of course the same. 

LIKE No. 5. 

TELEGRAPH POLE CROSSING—LOW BRIDGE, WITH DRAW. 

Length of this line between same points as above 12.10 
miles. Crossing the river 1100 feet above Telegraph Pole, 
it passes by the Company’s shops, which indeed were loca¬ 
ted with reference to this crossing. Its course thence to the 
common point T, in Mud Creek Valley, is through the 
Ainsworth line, so called, which was originally run in con¬ 
nection with this crossing, by order of Col. J. IT. Simpson, 
U. S. Engineer, for the purpose of reducing the 3 miles of 
66 feet grade to 30 feet per mile, which line is fully des¬ 
cribed in his report to the Secretary of the Interior, of 
September 18, 1865. The distinguishing feature of this 
route is the draw which, unlike the other bridges described, 
confines boats to one span. The bridge is estimated at 
1,750 feet long, having 6 spans of 190 feet each, 1 span 
250 feet from center to center, and the draw-span with 
two openings of 160 feet each in the clear. 

Though all these piers will reach the rock, as at the 
High Bridge, one-fourth of a mile above, yet the east pier 
finds the rock at the greater depth of 18J feet, and the east 
abutment at 28J feet below low water. This abutment 
and wings would be founded on large iron cylinders sunk 
to the rock and filled with concrete. These two founda¬ 
tions, with the draw pier and the two guard piers above 
and below it, add largely to the cost of this bridge. The 
short curve and the continual change in the west bank of 
the river at this crossing, is unfavorable to the easy entrance 


10 


of boats into the draw. To guard as far as possible against 
further changes in the boat channel, the west bank, for some 
distance above the abutment, should be effectually pro¬ 
tected. The estimates embrace a rip-rap protection for 
two-thirds of a mile, resting on rock. How far this would 
be effectual in holding the channel, is a question of some 
uncertainty. 

These plans and estimates are based upon the idea 
that the IT. P. R. R. Co. will extend their road across 
the river, as authorized by the act of Congress, receiving 
there, on suitable exchange grounds, the traffic of all con¬ 
necting roads, and making up, on the east side, their 
through trains for the west. The efficiency of the bridge, 
and the safety of trains crossing it, require a single manage¬ 
ment by one road. 

The great cost of a permanent work suggests united ac¬ 
tion. With the business of three eastern roads concen¬ 
trated upon one substantial iron bridge, a very moderate 
tariff will pay the interest upon its cost. 

The bridging of the Missouri river has been justly con¬ 
sidered an undertaking fraught with difficulties. The pi¬ 
oneer work—the Kansas City bridge—as also the two 
bridges over the Mississippi at Quincy and Burlington, 
have been in successful progress during the past season, af¬ 
fording, with their deep and varied foundations, actual ex¬ 
igence respecting these rivers not before accessible. I visited 
these bridges first in July and again in November, and 
take pleasure in acknowledging the polite attention of the 
able engineers in charge of these works. Every facility for 
observation was afforded. 

I submit a map of the Valley, embracing a section 14* 
miles in length, showing the five lines with their connec¬ 
tions. Also, plans in detail of the piers and their founda¬ 
tions, upon which estimates have been based. 

However the actual cost may vary from the estimates 
now presented, through the contingencies always attending 
such work, I have confidence in the fairness of the compa- 


17 


rative estimates and plans as between the several lines. 
Eacb item of work on the lines, respectively, is estimated 
at fair relative prices, and the length of bridge proportioned 
to the demand for water way. 

The estimates of iron superstructure are made on the 
basis of what is known as the “Pratt” or “Linville” truss, 
as giving the maximum of weight and cost. But this does 
not indicate a preference for this over other plans alike 
substantial and safe. 

Respectfully submitted, 

J. L. WILLIAMS, 


3 


Tabular Statement of Estimated Cost, Length, &c*, of different Crossings of the 

Missouri Hirer. 


18 


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Aiou jo qjSuoq; 

6.24 

3.88 

7.07 

12.65 

12.10 

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,i9p?A\. avoj *qi3 gp^aS 
^irarans jo iqSigjq 

88 

147 

162 

94 

94 

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put? juoost? ptjoj^ 

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O rJH O ©3 IQ 

—t (M CO <M r-l 

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uodo oj Qinjipugd 
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$1,432,131 

1,896,702 

1,139,822* 

1,324,0261 

1,310,8637 

{ ‘gp-BlS 
Suionpoi Sui 
-prqoui ‘jsoo pejoj. 

$1,432,131 

2,093,604 

1,221,692* 

1,324,026 

1,310,863 

’ 7 

*p 9 iml) 9 i 

5[0t?IJ M9U JO JSO0 

$74,880 

46,560 

84,840 

151,800 

145,200 


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APPENDIX. 


COMPARATIVE SUMMARY. 

Constructing and operating the several Lines , reducing all 
items to their value as a present investment , on the basis of 
the preceding Report. 

LINE No. I. 

CHILDS MILL CROSSING. 

Total cost, including reducing 66 feet grade, as per tabubar 

statement A .... $1,432,131 

Add $16,875 per mile, present investment, the interest on 
which would keep up the connecting branch to initial point 

at Omaha, 8 miles. 135,000 

Add $8,125 per mile, present investment, the interest on 

which would operate this 8 mile branch to initial point. 65,000 


Total capital.. $1,632,131 

LINE No. 2. 

LOWER OMAHA CROSSING. 

Total cost, including reducing 66 feet grade. 2,093,604 

Add $79,200 per mile, present investment, for through traf¬ 
fic, when it shall reach 16 daily trains, over 3.56 miles 
extra distance, as compared with Childs Mill crossing*.... 281,952 

Add $16,875 per mile, present investment, to keep up con¬ 
necting branch to initial point at Omaha—2 miles. 83,750 

Add $8,125 per mile, present investment, the interest on 

which would operate this two mile branch. 16,250 


Total capital. $2,425,556 

LINE No. 3. 

UPPER OMAHA CROSSING—THROUGH 15TH STREET. 

Total cost, including reducing 66 feet grade. 1,221,693 

Add $79,200 per mile, present investment, for through traf¬ 
fic over 6.56 miles extra distance, as compared with Childs 

Mill crossing. 519,552 

Add for building connecting line to shops and river com¬ 
merce, one mile. 24,000 

Add $16,875, present investment, to maintain this branch 

—one mile. 16,875 

Add $8,125 per mile, present investment, the interest on 

which would operate this branch—one mile. 8,125 


Total capital. $1,790,244 



















.1 


20 


LINE No. 4. 

UPPER OMAHA CROSSING-COINCIDENT WITH LINE NO. 3 PROM COUN¬ 

CIL BLUFFS TO WEST END OF BRIDGE, THENCE RUNNING 

BY REPAIR SHOPS. 


Total cost, including reducing 66 feet grade, by building 

tho Ainsworth line. $1,324,026 

Add $79,200 per mile, present investment, for through traf¬ 
fic over 6.41 miles extra distance, as compared with 
Childs Mill crossing.*. 507,672 

Total capital. $1,831,698 


LINE No. 5. 

TELEGRAPH POLE CROSSING-DRAW BRIDGE. 


Total cost, including reducing 66 feet grade, by building the 

Ainswortn line. ... 1,310,863 

Add $79,200 per mile, present investment, for through traf¬ 
fic over 5.86 miles, as compared with Childs Mill crossing. 464,112 


Total capital. $1,774,975 


* Note. This is a material item in the comparison. It is largely affected by the po¬ 
sition which may be selected for exchange ground, on east side of river, in the final lo¬ 
cation. If placed three-fourths of a mile north of Point O, then Line No. 1 would be 
6.95 miles, and Line No. 4 12.18 miles long, reducing the extra length for through traffic 
to about 5% miles. 

Any loss of business on the U. P. R. R. in consequence of a shorter line being here¬ 
after constructed from the east to the Platte Valley, which should bridge the river be¬ 
low or above, is an element in this comparison against the longer lines, but not suscep¬ 
tible of computation. 


\ 












to accompany Report of 


on the Bridging of the 

MISSOURI RIVER * 

1867. 






Note : J.artje Black Lines show Estimated routes 
Scale. .’JOOO ft. to an inli 


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